Control system for human-powered vehicle

ABSTRACT

A control system for a human-powered vehicle includes an input device, an additional input device, and a controller. The input device is configured to receive manual input from a rider. The additional input device is configured to receive manual input from the rider. The controller is configured to control a shifting device of the human-powered vehicle based on one of an output signal from the input device and an output signal from the additional input device. The controller is configured to output one of a first control signal for a single shifting operation and a second control signal for a multiple shifting operation in response to the manual input received by one of the input device and the additional input device. The controller is further configured to output one of a first control signal and a second control signal based on a state of the human-powered vehicle.

CROSS REFERENCE TO RELATED APPLICATIONS

The present application is a divisional of U.S. patent application Ser.No. 16/376,151, filed Apr. 5, 2019, and entitled CONTROL SYSTEM FORHUMAN-POWERED VEHICLE, the entire disclosure of which is herebyincorporated herein by reference for all purposes.

BACKGROUND

When operating a human-powered vehicle, it is desirable for a rider tobe able to quickly and efficiently perform shifting operations to changethe gear ratio and/or control settings for adjustable components inresponse to changing circumstances. It is further desirable for the gearratio to be selected with regard to a state of the human-poweredvehicle. A challenge exists in designing an efficient and effectivesystem for quickly and easily changing the gear ratio of thehuman-powered vehicle transmission in response to rider input and astate of the human-powered vehicle.

SUMMARY

A control system for a human-powered vehicle developed to address theabove identified issues is disclosed herein. In accordance with a firstaspect of the present invention, the control system for a human-poweredvehicle comprises an input device, an additional input device, and acontroller. The input device is configured to receive manual input froma rider. The additional input device is configured to receive manualinput from the rider. The controller is configured to control a shiftingdevice of the human-powered vehicle based on one of an output signalfrom the input device and an output signal from the additional inputdevice. The controller is configured to output one of a first controlsignal for a single shifting operation and a second control signal for amultiple shifting operation in response to the manual input received bythe input device, and the controller is configured to output the secondcontrol signal in response to the manual input received by theadditional input device.

With the control system for a human-powered vehicle according to thefirst aspect, it is possible for a rider to select the single shiftingoperation or the multiple shifting operation of the human-poweredvehicle.

In accordance with a second aspect of the present invention, the controlsystem for a human-powered vehicle according to the first aspect isfurther configured in a manner such that the controller is furtherconfigured to control an adjustable component based on a riding positionof the rider in response to the manual input received by the additionalinput device.

With the control system for a human-powered vehicle according to thesecond aspect, it is possible for a rider to change the setting of theadjustable component via manual input.

In accordance with a third aspect of the present invention, the controlsystem for a human-powered vehicle according to the second aspect isconfigured in a manner such that the adjustable component includes anadjustable seatpost.

With the control system for a human-powered vehicle according to thethird aspect, it is possible for a rider to change the setting of theadjustable seatpost via manual input.

In accordance with a fourth aspect of the present invention, the controlsystem for a human-powered vehicle according to any one of the first tothird aspects is configured in a manner such that the shifting deviceincludes a derailleur having a chain guide and an actuator configured tomove the chain guide to a plurality of shift positions. The plurality ofshift positions includes a first shift position, a second position thatis adjacent to the first shift position such that there is no shiftposition between the first and second shift positions, and a third shiftposition different from the first and second shift positions, with thesecond shift position being arranged between the first and third shiftpositions. The actuator moves the chain guide from the first shiftposition to the second shift position as the derailleur receives thefirst control signal, and the actuator moves the chain guide from thefirst shift position to the third shift position as the derailleurreceives the second control signal.

With the control system for a human-powered vehicle according to thefourth aspect, it is possible for a rider to change the position of thechain guide from the first shift position to the third shift position inone shifting operation.

In accordance with a fifth aspect of the present invention, a controlsystem for a human-powered comprises an input device and a controller.The input device is configured to receive manual input from a rider, andthe controller is configured to control a shifting device of thehuman-powered vehicle based on an output signal from the input device.As the controller receives the output signal from the input device, thecontroller is configured to output one of a first control signal and asecond control signal based on a state of the human-powered vehicle.

With the control system for a human-powered vehicle according to thefifth aspect, it is possible to select the shifting operation withregard to the circumstances of the human-powered vehicle.

In accordance with a sixth aspect of the present invention, the controlsystem for a human-powered vehicle according to the fifth aspect isconfigured in a manner such that the first control signal is for asingle shifting operation, and the second control signal is for amultiple shifting operation.

With the control system for a human-powered vehicle according to thesixth aspect, it is possible for a rider to select the single shiftingoperation or the multiple shifting operation of the human-poweredvehicle.

In accordance with a seventh aspect of the present invention, thecontrol system for a human-powered vehicle according to the fifth orsixth aspect is configured in a manner such that the state of thehuman-powered vehicle includes at least one of an inclination, acadence, an acceleration, an input torque, a posture of the rider, GPSinformation, a forward velocity, an operational state of one or morecomponents of the human-powered vehicle, and a forward state of thehuman-powered vehicle.

With the control system for a human-powered vehicle according to theseventh aspect, it is possible to consider at least one circumstance ofthe human-powered vehicle when selecting the shifting operation to beperformed.

In accordance with an eighth aspect of the present invention, thecontrol system for a human-powered vehicle according to the seventhaspect is configured in a manner such that the state of thehuman-powered vehicle includes an expected speed stage of the shiftingdevice based on the forward velocity.

With the control system for a human-powered vehicle according to theeighth aspect, it is possible to select the shifting operation inanticipation of the speed stage of the shifting device.

In accordance with a ninth aspect of the present invention, the controlsystem for a human-powered vehicle according to the seventh or eighthaspect is configured in a manner such that the output signal of theinput device includes an upshift signal, the second control signalincludes a second upshift control signal for increasing a gear ratio ofthe human-powered vehicle, and, as the controller receives the upshiftsignal and a change rate of inclination is decreased, the controlleroutputs the second upshift control signal.

With the control system for a human-powered vehicle according to theninth aspect, it is possible to upshift via the multiple shiftingoperation when a downhill circumstance is detected.

In accordance with a tenth aspect of the present invention, the controlsystem for a human-powered vehicle according to any one of the seventhto ninth aspects is configured in a manner such that the output signalof the input device includes a downshift signal, the second controlsignal includes a second downshift control signal for decreasing a gearratio of the human-powered vehicle, and, as the controller receives thedownshift signal and a change rate of inclination is increased, thecontroller outputs the second downshift control signal.

With the control system for a human-powered vehicle according to thetenth aspect, it is possible to downshift via the multiple shiftingoperation when an uphill circumstance is detected.

In accordance with an eleventh aspect of the present invention, thecontrol system for a human-powered vehicle according to any one of thesixth to tenth aspects further comprises a notification deviceconfigured to notify the rider of the multiple shifting operation priorto actuation of the shifting device.

With the control system for a human-powered vehicle according to theeleventh aspect, it is possible for a rider to dismiss an intendedmultiple shifting operation.

In accordance with a twelfth aspect of the present invention, thecontrol system for a human-powered vehicle according to any one of thefifth to eleventh aspects is configured in a manner such that theshifting device includes a derailleur having a chain guide and anactuator configured to move the chain guide to a plurality of the shiftpositions. The plurality of the shift positions includes a first shiftposition, a second position that is adjacent to the first shift positionsuch that there is no shift position between the first and second shiftpositions, and a third shift position different from the first andsecond shift positions, with the second shift position being arrangedbetween the first and third shift positions. The actuator moves thechain guide from the first shift position to the second shift positionas the derailleur receives the first control signal, and the actuatormoves the chain guide from the first shift position to the third shiftposition as the derailleur receives the second control signal.

With the control system for a human-powered vehicle according to thetwelfth aspect, it is possible for a rider to change the position of thechain guide from the first shift position to the third shift position inone shifting operation.

This Summary is provided to introduce a selection of concepts in asimplified form that are further described below in the DetailedDescription. This Summary is not intended to identify key features oressential features of the claimed subject matter, nor is it intended tobe used to limit the scope of the claimed subject matter. Furthermore,the claimed subject matter is not limited to implementations that solveany or all disadvantages noted in any part of this disclosure. The term“human-powered vehicle,” as used herein, refers to non-electric orelectric assist-enabled vehicles regardless of the number of theirwheels, but does not include four-wheeled vehicles having an internalcombustion engine as a power source for driving the wheels, orfour-wheeled electric vehicles that require a license to operate onpublic roads.

BRIEF DESCRIPTION OF THE DRAWINGS

A more complete appreciation of the invention and many of the attendantadvantages thereof will be readily obtained as the same becomes betterunderstood by reference to the following detailed description whenconsidered in connection with the accompanying drawings.

FIG. 1 is a right side elevation view of an example human-poweredvehicle incorporating a control system according to the presentdisclosure.

FIG. 2 is a schematic outline of a human-powered vehicle.

FIG. 3 is a shifting device according to the present disclosure.

FIG. 4 is a control system according to the present disclosure.

FIG. 5 is a schematic block diagram of a control system according to thepresent disclosure.

FIG. 6 is a schematic block diagram of shifting operations among acassette of rear sprockets according to the present disclosure.

FIG. 7A is a schematic block diagram of an upshift operation accordingto the present disclosure.

FIG. 7B is a graphical representation of a human-powered vehicledescending an incline according to the present disclosure.

FIG. 8A is a schematic block diagram of a downshift operation accordingto the present disclosure.

FIG. 8B is a graphical representation of a human-powered vehicleascending an incline according to the present disclosure.

DETAILED DESCRIPTION OF EMBODIMENTS

Selected embodiments will now be explained with reference to thedrawings, wherein like reference numerals designate corresponding oridentical elements throughout the various drawings. It will be apparentto those skilled in the art from this disclosure that the followingdescriptions of the embodiments are provided for illustration only andnot for the purpose of limiting the invention as defined by the appendedclaims and their equivalents.

Referring initially to FIG. 1, an exemplary human-powered vehicle 10according to at least one disclosed embodiment of the present inventionis shown. The human-powered vehicle 10 is, for example, a bicycle, suchas an off-road bicycle such as a cyclocross bicycle or mountain bike.Alternatively, the human-powered vehicle 10 may be a road type bicycle,a scooter, a velomobile, or a handcar, for example. As shown in theschematic outline of FIG. 2, the human-powered vehicle 10 may have anaxial center plane P1 defining left and right halves of thehuman-powered vehicle 10. The following directional terms “front,”“rear,” “forward,” “rearward,” “left,” “right,” “inward,” “outward,”“transverse,” “upward,” and “downward,” as well as any other similardirectional terms, refer to those directions which are determined on thebasis of a rider sitting upright on a saddle of the human-poweredvehicle 10 while facing a handlebar 12, for example.

Continuing with FIG. 1, the human-powered vehicle 10 includes a frame14, a front fork 15 rotatably attached to the frame 14, a rear wheel 16rotatably attached to the frame 14, a front wheel 18 rotatably attachedto the front fork 15, and a seatpost 20 attached to the frame 14 andsupporting a seat 22. In the embodiment described herein, the seatpost20 is configured as an adjustable seatpost. Pedals 24 on either side ofthe frame 14 are attached to corresponding crank arms 26. The crank arms26 are mounted on either side of the frame 14 at 180 degrees from oneanother and are connected by a crank axle 28 (indicated by the dottedline). The crank axle 28 is rotatably attached to the frame 14 via abottom bracket assembly. The human-powered vehicle 10 of the presentembodiment is driven by a chain drive transmission system that includesa chain 30, a shifting device 32, a rear sprocket assembly 34 includinga plurality of rear sprockets 34A, and a front sprocket assembly 36including at least one front sprocket 36A. The chain 30 engages with onerear sprocket 34A of the rear sprocket assembly 34 and the at least onefront sprocket 36A of the front sprocket assembly 36. A driving forceapplied to the pedals 24 is transferred to the crank arms 26, whichrotate the crank axle 28 and the front sprocket assembly 36. As thefront sprocket assembly 36 rotates, the chain 30 is driven around onerear sprocket 34A of the rear sprocket assembly 34, which transmitspower to the rear wheel 16 to propel the human-powered vehicle 10. Theshifting device 32 is configured to move the chain 30 among the rearsprockets 34A to increase or decrease a gear ratio of the human-poweredvehicle 10, as described below. As described in detail below, thehuman-powered vehicle 10 includes sensors S1, S2, S3, S4, S5, S6, and S7to provide real-time information regarding a state of the human-poweredvehicle 10. Other parts of the human-powered vehicle 10 are well knownand are not described herein.

As shown in FIG. 3 and discussed above with reference to FIG. 1, theshifting device 32 includes a derailleur 38 having a chain guide 40 andan actuator 42. The actuator 42 is configured to move the chain guide 40to a plurality of shift positions, as described in detail below withreference to FIG. 6. As the chain guide 40 moves, the chain 30 istransferred from one rear sprocket 34A of the rear sprocket assembly 34to another rear sprocket 34A of the rear sprocket assembly 34 toincrease or decrease the gear ratio of the human-powered vehicle 10,which determines the number of rotations of the rear wheel 16, and thusthe distance the rear wheel 16 travels, for each rotation of the crankarms 26. In an upshift operation, the chain 30 is transferred in anoutward direction to a smaller rear sprocket of the rear sprocketassembly 34, and the gear ratio of the human-powered vehicle 10increases. Similarly, in a downshift operation, the chain 30 istransferred in an inward direction to a larger sprocket of the cassetteof rear sprockets 34, and the gear ratio of the human-powered vehicle 10decreases.

The human-powered vehicle 10 includes a control system 44. As describedin detail below, the control system 44 includes an input device 46, anadditional input device 48, and a controller 50 that is configured tocontrol the shifting device 32. As shown in FIG. 4, the input device 46and the additional input device 48 are configured as adjacent leversmounted on the handlebar 12. However, it will be appreciated that theinput device 46 and/or the additional input device 48 may be alternatelyconfigured as a button, a dial, or a touch-sensitive digital device, forexample. It will be further appreciated that the input device 46 and/orthe additional input device 48 may be mounted on the human-poweredvehicle 10 at a location other than the handlebar 12, or integrated intothe frame of the human-powered vehicle. In the embodiment shown in FIG.4, the controller 50 is mounted inside the handlebar 12 near the inputdevice 46 and additional input device 48, as indicated by the dashedlines. However, it will be appreciated that the controller 50 may bemounted inside the frame 14 at an alternate location, or mounted on theframe 14 of the human-powered vehicle 10, for example. The controlsystem 44 further includes a notification device 52 to notify a rider ofa status of the shifting device 32, such as a shift mode or a currentspeed stage. In the embodiment of FIG. 4, the notification device 52 isconfigured as a digital device mounted on the handlebar 12. However, itwill be appreciated that the notification device 52 may be mounted onthe human-powered vehicle 10 at a location other than the handlebar 12.

Turning to FIG. 5, a schematic representation of the control system 44for the human-powered vehicle 10 is shown. As discussed above, thecontrol system 44 comprises the input device 46, the additional inputdevice 48, and the controller 50. The input device 46 is configured toreceive manual input M1 from the rider, which is communicated to thecontroller 50 as an output signal OS1, as indicated by the dashed arrowin FIG. 5. Likewise, the additional input device 48 is configured toreceive manual input M2 from the rider, which is communicated to thecontroller 50 as an output signal OS2, as indicated by the dashed dotarrow in FIG. 5.

The controller 50 is configured to control the shifting device 32 of thehuman-powered vehicle 10 based on one of the output signal OS1 from theinput device 46 and the output signal OS2 from the additional inputdevice 48. As illustrated in FIG. 5, the controller 50 outputs one of afirst control signal CS1 (indicated by the hatched arrow) and a secondcontrol signal CS2 (indicated by the open arrow) to the shifting device32. Specifically, the controller 50 is configured to output one of thefirst control signal CS1 and the second control signal CS2 in responseto the manual input M1 received by the input device 46, and thecontroller 50 is configured to output the second control signal CS2 inresponse to the manual input M2 received by the additional input device48. As described in detail below, the first control signal CS1 is for asingle shifting operation SSO, and the second control signal CS2 is fora multiple shifting operation MSO. As discussed above and shown in FIG.5, the control system further comprises the notification device 52. Asdescribed above with reference to FIG. 4, the notification device may bea digital device mounted on the handlebar 12 that is configured tonotify the rider of the multiple shifting operation MSO prior toactuation of the shifting device 32.

In some embodiments, as the controller 50 receives the output signal OS1from the input device 46, the controller 50 is configured to output oneof the first control signal CS1 and the second control signal CS2 basedon a state of the human-powered vehicle 10. The state of thehuman-powered vehicle 10 includes at least one of an inclination, acadence, an acceleration, an input torque, a posture of the rider, GPSinformation, a forward velocity, an operational state of one or morecomponents of the human-powered vehicle 10, and a forward state of thehuman-powered vehicle 10. As discussed above with reference to FIG. 1,the human-powered vehicle 10 is equipped with sensors S1, S2, S3, S4,S5, S6, and S7 to provide real-time information regarding the state ofthe human-powered vehicle 10 to the controller 50.

Sensor S1 is implemented as an inertial measurement unit (IMU), whichmay include a combination of accelerometers, gyroscopes, and/ormagnetometers. The IMU can detect motion in six degrees of freedom bymeasuring roll, pitch, and yaw, and thus functions to measure theinclination of the human-powered vehicle 10, as well as acceleration. Inthe embodiment of FIG. 1, sensor S1 is mounted in the frame 14 towardthe front of the human-powered vehicle 10. However, it will beappreciated that sensor S1 may be arranged in a different location ofthe human-powered vehicle 10. In the field of human-powered vehicles,cadence is generally understood to mean the pedaling rate, which is thenumber of revolutions of the crank arms 26 per minute. Accordingly, andwith continued reference to FIG. 1, the human-powered vehicle 10 isprovided with sensor S2 mounted on or inside one of the crank arms 26 ofthe human-powered vehicle 10 to detect the cadence. It will beappreciated that the sensor S2 is not limited to a crank-based cadencemeter and may be alternatively implemented as a pedal-based or awheel-based cadence meter, although these are merely examples and notintended to be limiting. The human-powered vehicle 10 is equipped withsensor S3, such as a ground speed radar, for example, mounted on orinside the front wheel 18 to detect the acceleration and/or the forwardvelocity of the human-powered vehicle 10. However, the sensor S3 is notlimited to this embodiment, and might be changed accordingly if neededand/or desired. For example, acceleration and forward velocity of thehuman-powered vehicle also can be detected by sensor S1, as describedabove. Like sensor S2, sensor S4 is mounted on or inside one of thecrank arms 26 of the human-powered vehicle 10 to detect the input torqueof the human-powered vehicle 10. Sensor S5 is configured as a pressuresensor or non-contact sensor mounted on or inside the seatpost 20 toindicate the seat height of the human-powered vehicle 10 and the postureof the rider. Sensor S6 is implemented as a global positioning system(GPS) mounted on the handlebar 12 of the human-powered vehicle andconfigured to provide GPS information regarding the human-poweredvehicle 10. In some embodiments, the GPS may include an integrated IMUto measure acceleration and forward velocity of the human-poweredvehicle 10. Sensor S7 is implemented as a camera mounted on the frame 14of the human-powered vehicle 10 to provide information regarding theforward state of the human-powered vehicle 10, such as a road surfacestate, an obstacle, and the presence of another vehicle, for example.

Further, the state of the human-powered vehicle 10 includes an expectedspeed stage of the shifting device 32 based on the forward velocity. Thecontroller 50 determines the expected speed stage based on acorrespondence table between the forward velocity and the expected speedstage of the shifting device 32.

The controller 50 is further configured to control an adjustablecomponent 54 based on a riding position of the rider in response to themanual input M2 received by the additional input device 48. In theembodiment described herein, the adjustable component 54 includes theadjustable seatpost 20 that is moved up or down according to the stateof the bicycle and riding conditions. However, it will be appreciatedthat the embodiment of the adjustable component 54 is not limited to theadjustable seatpost and may additionally or alternatively include anadjustable suspension, frame, forks, swing arm, or the like, forexample.

As shown in FIG. 5, the controller 50 may include a processor 56 and amemory 58 to process and store output signals OS1, OS2 received from theinput device 46 and the additional input device 48, as well as thesensors. In any of the embodiments described herein, it will beappreciated that communication between any of the controller 50, theinput device 46, the additional input device 48, the shifting device 32,the sensors, notification device, and the adjustable component 54 mayoccur via a wired mode, a wireless mode, or a combination of wired andwireless modes, depending upon the configurations of the components ofthe human-powered vehicle 10. The memory 58 stores the correspondencetable between the forward velocity and the expected speed stage of theshifting device 32.

FIG. 6 shows a schematic representation of the rear sprocket assembly 34represented as shift positions for shifting operations. As discussedabove with reference to FIG. 3, the controller 50 is configured tocontrol the actuator 42 of the shifting device 32 to move the chainguide 40 to a plurality of shift positions. As shown in FIG. 6, theplurality of shift positions includes a first shift position SP1, asecond position SP2 that is adjacent to the first shift position SP1such that there is no shift position between the first and second shiftpositions SP1, SP2, and a third shift position SP3 different from thefirst and second shift positions SP1, SP2. The second shift position SP2is arranged between the first and third shift positions SP1, SP3.

As the derailleur 38 receives the first control signal CS1 from thecontroller 50 for a single shifting operation SSO, the actuator 42 movesthe chain guide 40 from the first shift position SP1 to the second shiftposition SP2. As the derailleur 38 receives the second control signalCS2 for a multiple shifting operation MSO, the actuator 42 moves thechain guide 40 from the first shift position SP1 to the third shiftposition SP3. It will be appreciated that the shifting direction, i.e.inward or outward with respect to the axial center plane P1 of thehuman-powered vehicle 10 as described in FIG. 2, is the same for thesingle shifting operation SSO and the multiple shifting operation MSO.It will be further appreciated that the designations of the shiftpositions, i.e., the first, second, and third shift positions SP1, SP2,SP3, are relative to the assignment of an initial shift position as thefirst shift position SP1.

FIG. 7A shows a schematic block diagram of an upshift operation 60. Asdiscussed above, during the upshift operation 60, the actuator 42 movesthe chain guide 40 such that the chain 30 is transferred to a smallersprocket of the cassette of rear sprockets 34 in an outward direction toincrease the gear ratio. In some embodiments of the control system 44,it may be beneficial to actuate a multiple shifting operation MSO whenupshifting, such as when the rider of the human-powered vehicle 10 hasreached the top of a hill and is beginning to descend, as shown in FIG.7B. Accordingly, to accommodate such situations, the output signal OS1of the input device 46 includes an upshift signal UP, and the secondcontrol signal CS2 includes a second upshift control signal UCS2 forincreasing the gear ratio of the human-powered vehicle 10. As thecontroller 50 receives the upshift signal UP and a change rate ofinclination is decreased, the controller 50 outputs the second upshiftcontrol signal UCS2 to the shifting device 32, which causes the actuator42 to move the chain guide 40 from the first shift position SP1 to thethird shift position SP3 in a multiple shifting operation MSO, asindicated in FIG. 7. The condition of the change rate of inclinationdecreasing is indicated in FIG. 7 by the dotted line triangle.

FIG. 8A shows a schematic block diagram of a downshift operation 62. Asdiscussed above, during the downshift operation 62, the actuator 42moves the chain guide 40 such that the chain 30 is transferred to alarger sprocket of the cassette of rear sprockets 34 in an inwarddirection to decrease the gear ratio. In some embodiments of the controlsystem 44, it may be beneficial to actuate a multiple shifting operationMSO when downshifting, such as when the rider of the human-poweredvehicle 10 is at the bottom of a hill and is beginning to ascend, asshown in FIG. 8B. Accordingly, to accommodate such situations, theoutput signal OS1 of the input device 46 includes a downshift signalDOWN, and the second control signal CS2 includes a second downshiftcontrol signal DCS2 for decreasing the gear ratio of the human-poweredvehicle 10. As the controller 50 receives the downshift signal DOWN anda change rate of inclination is increased, the controller 50 outputs thesecond downshift control signal DCS2 to the shifting device 32, whichcauses the actuator 42 to move the chain guide 40 from the first shiftposition SP1 to the third shift position SP3 in a multiple shiftingoperation MSO, as indicated in FIG. 8. The condition of the change rateof inclination increasing is indicated in FIG. 8 by the dotted linetriangle.

While only selected embodiments have been chosen to illustrate thepresent invention, it will be apparent to those skilled in the art fromthis disclosure that various changes and modifications can be madeherein without departing from the scope of the invention as defined inthe appended claims. For example, the size, shape, location, ororientation of the various components can be changed as needed and/ordesired. Components that are shown directly connected or contacting eachother can have intermediate structures disposed between them. Thefunctions of one element can be performed by two elements, and viceversa. The structures and functions of one embodiment can be adopted inanother embodiment. It is not necessary for all advantages to be presentin a particular embodiment at the same time. Every feature which isunique from the prior art, alone or in combination with other features,also should be considered a separate description of further inventionsby the applicant, including the structural and/or functional conceptsembodied by such feature(s). Thus, the foregoing descriptions of theembodiments according to the present invention are provided forillustration only, and not for the purpose of limiting the invention asdefined by the appended claims and their equivalents.

1. A control system for a human-powered vehicle, comprising: an inputdevice configured to receive manual input from a rider, and a controllerconfigured to control a shifting device of the human-powered vehiclebased on an output signal from the input device, wherein as thecontroller receives the output signal from the input device, thecontroller is configured to output one of a first control signal and asecond control signal based on a state of the human-powered vehicle. 2.The control system according to claim 1, wherein the first controlsignal is for a single shifting operation, and the second control signalis for a multiple shifting operation.
 3. The control system according toclaim 1, wherein the state of the human-powered vehicle includes atleast one of an inclination, a cadence, an acceleration, an inputtorque, a posture of the rider, GPS information, a forward velocity, anoperational state of one or more components of the human-poweredvehicle, and a forward state of the human-powered vehicle.
 4. Thecontrol system according to claim 3, wherein the state of thehuman-powered vehicle includes an expected speed stage of the shiftingdevice based on the forward velocity.
 5. The control system according toclaim 3, wherein the output signal of the input device includes anupshift signal, the second control signal includes a second upshiftcontrol signal for increasing a gear ratio of the human-powered vehicle,and as the controller receives the upshift signal and a change rate ofinclination is decreased, the controller outputs the second upshiftcontrol signal.
 6. The control system according to claim 3, wherein theoutput signal of the input device includes a downshift signal, thesecond control signal includes a second downshift control signal fordecreasing a gear ratio of the human-powered vehicle, and as thecontroller receives the downshift signal and a change rate ofinclination is increased, the controller outputs the second downshiftcontrol signal.
 7. The control system according to claim 2, wherein thecontrol system further comprises a notification device configured tonotify the rider of the multiple shifting operation prior to actuationof the shifting device.
 8. The control system according to claim 1,wherein the shifting device includes a derailleur having a chain guideand an actuator configured to move the chain guide to a plurality ofshift positions, the plurality of shift positions includes a first shiftposition, a second position that is adjacent to the first shift positionsuch that there is no shift position between the first and second shiftpositions, and a third shift position different from the first andsecond shift positions, the second shift position is arranged betweenthe first and third shift positions, the actuator moves the chain guidefrom the first shift position to the second shift position as thederailleur receives the first control signal, and the actuator moves thechain guide from the first shift position to the third shift position asthe derailleur receives the second control signal.